Vehicular manual transmission control apparatus

ABSTRACT

Vehicular manual transmission control apparatus is of the type in which two or more selectable shift positions of a shift lever ( 13 ) can be varied on the basis of a travel control state (e.g., position of the shift lever) of the vehicle. The apparatus includes a guide section (various shift patterns), which allows shift operation of the shift lever along a given shift path, assigned a high selection priority, to be performed with ease when the lever is to be shifted to a desired one of the shift positions. The guide section is implemented by a reactive force generation mechanism ( 41 ) which is in turn implemented by a control device ( 26 ).

TECHNICAL FIELD

The present invention relates to a vehicular manual transmission controlapparatus and, more particularly, to a vehicular manual transmissioncontrol apparatus designed to enhance operability of and preventerroneous operation of a manual shift lever in performing shifts alongan H-shaped shift pattern or the like.

BACKGROUND ART

Transmission control apparatus for vehicles, such as passenger cars, aregenerally classified into two major types, automatic transmissioncontrol apparatus and manual transmission control apparatus. In theautomatic transmission control apparatus, a gear change can be madeduring travel of the vehicle by a human driver only moving or shifting ashift lever linearly to set the shift lever in a designated position(“D” range). In the manual transmission control apparatus, where thereis provided an H-shaped shift pattern comprising shift paths connectinga plurality of shift positions corresponding to various speed levels, agear change can be made by the driver manually manipulating thetransmission shift lever to move the lever along shift paths to anappropriate one of the shift positions. Clutch is kept in an OFF statewhile speed change operation is being performed via the manualtransmission control apparatus during travel of the vehicle. Further,the conventionally-known vehicular transmission control include thosewhere the above-mentioned two types of transmission control apparatuscan be used selectively as well as in combination.

Japanese Patent Laid-Open Publication No. 2002-257222 is named here asdisclosing a technique relevant to the present invention. Specifically,this publication discloses a structure for forestalling possibleerroneous operation in a transmission shift device. When the shift leveris set, for example, in the drive (D) range of the automatictransmission control apparatus, this transmission shift device functionsto disable shift operation via a control mechanism virtually creating arepulsive resistance even if the driver tries to move the shift leverfrom the drive (D) range to another range, such as an “N” or “R” range,as long as a detected vehicle velocity satisfies a particular condition.The transmission shift device thus arranged can prevent the driver fromperforming erroneous operation.

In the conventional vehicular manual transmission control apparatus, ithas been necessary for the driver to move the shift lever from a givenshift position, along the shift paths forming the H-shaped shiftpattern, to another desired shift position. The shift paths forming theH-shaped shift pattern have a mechanical structure, and they are in theform of guide grooves to impart mechanical restrictions or limitationsto shifting movement of the shift lever. In recent years, a new type ofdevice has been proposed for use in the manual transmission controlapparatus, which is arranged to vary the structure of the H-shaped shiftpattern in a finished vehicle in accordance with a request of thedriver. Specifically, the proposed device is constructed to provide theH-shaped shift pattern by generating and imparting a load, i.e. reactiveforce, to the shift lever via electric/electronic control means, ratherthan mechanically providing the H-shaped shift pattern that functions toguide movement of the shift lever to set the shift lever in a desiredshift position.

In the case where the H-shaped shift pattern is virtually provided inthe vehicular manual transmission control apparatus by theelectric/electronic control means generating a load (reactive orrestrictive force) as noted above, it is possible to produce variousother loads through various control schemes and thereby further enhancethe function of the manual transmission control apparatus.

The above-mentioned technique applied to the manual transmission controlapparatus for virtually generating a load or reactive force via theelectric/electronic control means so as to impart the driver,manipulating the shift lever, with a pseudo force acting on the driver'ssense of touch is commonly known as the “haptic” technique. In effect,the “haptic” technique is one of various techniques for interfacing withcomputers and is intended to create an interactive relationship betweena human and a machine through the sense of touch or feel.

DISCLOSURE OF THE INVENTION

The present invention seeks to provide a technique which is suitablyapplicable to a vehicular manual transmission apparatus where anH-shaped shift pattern and/or the like is virtually created, viaelectric/electronic control means, to achieve enhanced changeability andflexibility of the shift pattern, and which can use the haptic techniqueto enhance the operability (operating ease) of the shift lever guidedalong shift paths, formed in the predetermined shift pattern, and morereliably prevent erroneous operation of the shift lever.

Namely, it is an object of the present invention to provided a vehicularmanual transmission apparatus which can enhance the operability of theshift lever in an H-shaped shift pattern and/or the like, facilitatemanipulation of the shift lever, assist the driver in making morereliable judgments and more reliably prevent erroneous operation of theshift lever.

In order to accomplish the above-mentioned object, the present inventionprovides a vehicular manual transmission control apparatus comprising: asetting means for setting a shift pattern of a transmission shift leveron the basis of a travel control state of a vehicle, wherein the shiftpattern has at least one shift position; and a guide section for, whenthe shift lever is to be shifted to a desired position in the shiftpattern having two or more shift positions, permitting a shift operationof the shift lever along shift paths with a selection priority.

In this arrangement, an H-shaped shift pattern and/or the like iscreated virtually and in a pseudo manner using the haptic technique.When the transmission shift lever is to be shifted in accordance withthe shift pattern, the shift paths for guiding the shift lever areprioritized such that any of the shift paths having a high selectionpriority is varied in shape as gates, and thus a given reactive orrestrictive force is produced by the haptic technique so as tofacilitate shifting operation of the shift lever along a given one ofthe shift paths. In this way, a shift lever guide section is provided ina pseudo manner, to achieve facilitated shift operation of the shiftlever. At the same time, the virtually-created reactive force is used torestrict the shift lever from being shifted toward an undesired shiftdestination, so that erroneous operation of the shift lever can beprevented reliably.

Desirably, the guide section takes the form of virtually-set shift pathdefining gates, and given roundedness is provided along a corner portionof a shift-path bifurcation area leading toward a particular shift pathto which the shift lever is to be shifted. With this arrangement, shapesof the shift path defining gates and given corner portion of theshift-path bifurcation area are set in a pseudo manner by a reactiveforce generation mechanism based on the haptic technique. Therefore, inthe H-shaped shift pattern, a reactive force to be applied to thebifurcation area pertaining to one selectable shift position is set tobe different from a reactive force to be applied to another bifurcationarea pertaining to another selectable shift position. In this way,driver's manual operation of the shift lever is subjected to somerestriction; thus, the shift lever can be shifted easily to a suitableshift position assigned a high selection priority, while the shift levercan be prevented from being shifted to an unsuitable shift position (towhich the shift lever should not be shifted) so as to avoid erroneousoperation of the shift lever.

Preferably, the guide section takes the form of a reactive force elementthat permits or restricts shifting of the shift lever when the shiftlever is to be shifted. According to the haptic technique, the reactiveforce generation mechanism virtually imparts loads to driver's shiftingoperation via the shift lever, so as to set shift paths along which theshift lever can be shifted easily and shift paths along which the shiftlever can not be shifted easily. In this way, permitting and restrictingconditions for operation of the shift lever can be set in a pseudomanner.

In a preferred form, the travel control state of the vehicle is a shiftposition of the shift lever. Generally, in the manual transmissioncontrol apparatus, shift positions, such as those corresponding tofirst- and second-speeds, of the shift lever are set in the H-shapedshift pattern. In the manual transmission control apparatus of thepresent invention, the shift pattern is determined in dependence on aninitial shift position of the shift lever.

The travel control state of the vehicle may be a velocity of thevehicle.

Namely, according to the vehicular manual transmission control apparatusof the present invention, where the two or more shift positions of thetransmission shift lever selectable using an H-shape shift pattern, canbe varied on the basis of a travel control state of the vehicle andwhich comprises the guide section for facilitating shift operation ofthe shift lever along a given shift path assigned a high selectionpriority, it is possible to positively set shift operation of the shiftlever in accordance with a traveling state of the vehicle and therebyprevent erroneous operation of the shift lever.

Further, according to the present invention, the roundedness providedalong the corner portions of the shift-path bifurcation areas of theshift-path defining gates, constituting the guide section, is varied inaccordance with an initial shift position of the shift lever, whichenhances the operability of the shift lever when the shift lever is tobe shifted in an oblique direction.

Further, the present invention can significantly enhance the operabilityof the shift lever shifted along the H-shaped shift pattern or the like,facilitate manipulation of the shift lever, assist the driver in makingmore reliable judgments and more reliably prevent erroneous operation ofthe shift lever.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is schematic perspective view of a monitor and shift lever in amanual speed-changing operation section;

FIG. 2 is a diagrammatic view illustrating an H-shaped shift pattern fortransmission visually displayed on an operation panel of the monitor;

FIG. 3 is a view illustrating a general system setup of a manualtransmission control apparatus in accordance with an embodiment of thepresent invention;

FIG. 4 is a block diagram showing an example construction of a controldevice and components pertaining thereto;

FIG. 5 is a view explanatory of virtual shift patterns corresponding torespective initial shift positions of the shift lever;

FIG. 6 is a view explanatory of virtual shift patterns corresponding tovehicle velocities; and

FIG. 7 is a view explanatory of shift patterns employed in anotherembodiment of the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION

Preferred embodiments of the present invention will hereinafter bedescribed with reference to the accompanying drawings.

Vehicular manual transmission control apparatus according to anembodiment of the present invention includes a manual speed-changingoperation section 11 as illustrated in FIG. 1. The manual speed-changingoperation section 11 includes a shift lever 13, and a monitor 12disposed near the shift lever 13. The manual speed-changing operationsection 11 has a hole 14 in which the shift lever 13 is inserted andsupported. The shift lever 13 can be shifted on the basis of linepatterns 15 visually displayed on an operation panel of the monitor 12.Center of the monitor 12 represents a neutral (N) position.

As illustrated in FIG. 2, the line patterns 15 displayed on theoperation panel of the monitor 12 are manual transmission shift patternswhich comprise a first H-shaped shift pattern including shift positionscorresponding to first to fourth speeds and a second H-shaped shiftpattern including shift positions corresponding to third, fourth andfifth speeds and rear (R) shift position. In FIG. 2, “1”-“5” are thenumbers of the respective transmission levels, “N” the neutral position,and “R” the rear travel position. Any of these numbers and alphabeticalletters is each illuminated to indicate a current position of the shiftlever. The line patterns 15 displayed on the operation panel of themonitor 12 constitute variable manual transmission shift patterns thatcan be varied as necessary, as will be later described in detail.

Now, with reference to FIGS. 3 and 4, a description will be given aboutan overall system setup of the embodiment of the vehicular manualtransmission control apparatus.

In FIG. 3, the shift lever 13 provided in the manual speed-changingoperation section 11 can be set in any desired one of the shiftpositions of the above-mentioned first and second H-shaped shiftpatterns by being shifted in any of front-and-rear and left-and-rightdirections. The shift lever 13 is coupled to a tilt support mechanism 21supporting the shift lever 13 in such a manner that the shift lever 13can be freely tilted in the front-and rear and left-and-rightdirections.

The tilt support mechanism 21 includes a front-and-rear direction sensor22 for detecting driver's manipulation, in the front-and-rear direction,of the shift lever 13, and a forward/rearward reactive force actuator 23for imparting a reactive force (load) to the shifting movement of theshift lever 13. Also, the tilt support mechanism 21 includes aleft-and-right direction sensor 24 for detecting driver's manipulation,in the left-and-right direction, of the shift lever 13, and aleftward/rightward reactive force actuator 25 for imparting a reactiveforce (load) to the movement of the shift lever 13. Intensity anddirection of each of the reactive force in the front-and-rear andleft-and-right directions is set by a control device 26. Shift operationalong the line patterns 15, displayed on the operation panel of themonitor 12, can be performed on the basis of a combination of driver'smanipulation, in the front-and-rear and left-and-right directions, ofthe shift lever 13.

The shift lever 13 is located near the driver's seat. The shift lever 13has an operating grip 13 b secured at the upper end of a pipe-shapedsticklike body 13 a. Lower end portion of the pipe-shaped sticklike body13 a is supported by the tilt support mechanism 21 in such a manner thatthe shift lever 13 is tiltable in the front-and-rear and left-and-rightdirections. Amounts of driver's operation for tilting the shift lever 13the front-and-rear and left-and-right directions are detectable by thefront-and-rear direction sensor 22 and left-and-right direction sensor24, each in the form of a potentiometer, as electrical detectionsignals. The detection signals of the front-and-rear direction sensor 22and left-and-right direction sensor 24 are input to the control device26.

The above-mentioned monitor 12 is a small-thickness monitor, such as aliquid crystal display, and located near the shift lever 13. The monitor12 visually displays an image of the operation panel set via the controldevice 26. On the thus-displayed or visualized operation panel, thereare displayed the line patterns 15 variable in accordance with givenconditions, as noted earlier. Note that the monitor 12 may be providedon a meter panel section having various meters provided thereon.

The control device 26 comprises a computer, drive circuit, etc. Thecontrol device 26 receives the output signals from the front-and-reardirection sensor 22 and left-and-right direction sensor 24 afterconversion into digital representation, performs a predetermined processon the received signals, and thereby outputs drive signals for driving atransmission actuator 31, reactive force actuator 23, forward/rearwardreactive force actuator 23, leftward/rightward reactive force actuator25 and monitor 12 under predetermined control. Informationrepresentative of a shift position of the shift lever 13 can be derivedfrom a combination of the output signals from the front-and-reardirection sensor 22 and left-and-right direction sensor 24. Signalrepresentative of a vehicle velocity, generated by a vehicle velocitysensor 32, is also input to the control device 26. As illustrated inFIG. 4, the control device 26 includes a reactive force control section41, a transmission control section 42, an operation pattern settingsection 43, and an operation panel control section 44.

The transmission actuator 31 appropriately controls a transmission(speed regulator) 33 on the basis of a control signal supplied by thecontrol device 26. In this way, there is provided a shift-by-wiretransmission system, so that the shift lever 13 and transmission 33 aremechanically separated instead of being mechanically connected with eachother.

On the basis of the detected shift position of the shift lever 13 orvehicle velocity information from the vehicle velocity sensor 32, theoperation pattern setting section 43 outputs control signals to thereactive force control section 41, transmission control section 42 andoperation panel control section 44. On which of the shift position ofthe shift lever 13 and vehicle velocity information from the vehiclevelocity sensor 32 the control signals should be based may be chosen asappropriate. The line patterns 15, defining shift operation of the shiftlever 13, are displayed on the operation panel of the monitor 12 undercontrol of the operation panel control section 44.

The reactive force control section 41 sets a reactive forcecorresponding to the shift position of the shift lever 13 and shiftpaths on the operation panel set by the operation pattern settingsection 43, and the thus-set reactive force is delivered to the shiftlever 13 via the forward/rearward reactive force actuator 23,leftward/rightward reactive force actuator 25. With a given reactiveforce thus generated by the reactive force control section 41, a guidemeans or guide section for permitting or restricting shift operation isprovided virtually or in a pseudo manner in accordance with the shiftposition of the shift lever 13 or vehicle velocity. The guide sectionfunctions as gates for defining shift paths of the shift lever 13. Shiftpath patterns defined by the guide section will be later described indetail.

On the basis of the shift position of the shift lever 13 on theoperation panel of the monitor 12 set by the operation pattern settingsection 43, the transmission control section 42 controls thetransmission actuator 31 that changes gears of the transmission 33. Asthe shift lever 13 is moved, for example, to the third-speed shiftposition in accordance with the line patterns 15 on the operation panelof the monitor 12 of FIG. 2, the front-and-rear direction sensor 22 andleft-and-right direction sensor 24 detect respective amounts ofoperation in the front-and-rear direction and left-and-right direction,and the thus-detected operation amounts are input to the transmissioncontrol section 42. Note that the line patterns 15 for manualtransmission or shift path patterns, displayed on the operation panel ofthe monitor 12, have been set by the operation pattern setting section43. Under such circumstances, the transmission control section 42 variesthe gear condition of the transmission 33 in accordance with the currentshift position of the shift lever 13, on the basis of a signalrepresentative of the manual transmission patterns supplied from theoperation pattern setting section 43 and the signals from thefront-and-rear direction sensor 22 and left-and-right direction sensor24.

Next, functional features achieved by the vehicular manual transmissionapparatus arranged in the above-described manner will be described withreference to FIGS. 5 and 6.

In the instant embodiment of the vehicular manual transmissionapparatus, the line patterns 15 for manual transmission or shift pathpatterns for the shift lever 13, displayed on the operation panel of themonitor 12, are set appropriately on the basis of the reactive forcecontrol section 41 of the control device 26. The following shiftpatterns for the shift lever 13 form shift path defining gates (guidemeans) that are in turn defined with two imaginary axes extending in thefront-and-rear direction and left-and-right direction.

Part (A) of FIG. 5 shows an example of a shift pattern when the shiftlever 13 is in the first-speed shift position 51. This shift pattern 52is a guide pattern (guide means) defining shift paths along which theshift lever 13 can be shifted from the initial first-speed shiftposition 51 to the second-speed, fourth-speed and R shift positions.Therefore, according to the shift pattern 52, the shift lever 13 can beshifted from the first-speed shift position 51 to any desired one of thesecond-speed, fourth-speed and R shift positions, but can not be shiftedto any of the third-speed and fifth-speed shift positions. Further, eachof corner portions of bifurcation areas 52 a, 52 b and 52 c in the shiftpaths, constituting the shift pattern 52, is formed to have someroundedness 53, so that operation for shifting the shift lever 13 to anyone of the second-speed, fourth-speed and R shift positions can beperformed with ease. Particularly, the corner portion of the bifurcationarea leading toward the R shift position has greater roundedness. Theshift pattern 52 is created, as a guide section for the shift lever 13,by the reactive force control section 41 on the basis of a predeterminedcondition, i.e. initial shift position of the shift lever 13.

Part (B) of FIG. 5 shows an example of a shift pattern when the shiftlever 13 is in the third-speed shift position 55. This shift pattern 56is a guide pattern (guide means) defining shift paths along which theshift lever 13 can be shifted from the initial third-speed shiftposition 55 to the second-speed and fourth-speed shift positions.Therefore, according to the shift pattern 56, the shift lever 13 can beshifted from the third-speed shift position 55 to any desired one of thesecond-speed and fourth-speed shift positions, but can not be shifted toany of the first-speed, fifth-speed and R shift positions. Further, eachof corner portions of bifurcation areas 56 a and 56 b, leading towardthe second-speed shift position in the shift paths, constituting theshift pattern 56, is formed to have some roundedness 53, so thatoperation for shifting the shift lever 13 to the second-speed shiftposition can be performed with ease. The shift pattern 56 is created, asa guide section for the shift lever 13, by the reactive force controlsection 41 on the basis of a predetermined condition, i.e. initial shiftposition of the shift lever 13.

Part (C) of FIG. 5 shows an example of a shift pattern when the shiftlever 13 is in the fifth-speed shift position 57. This shift pattern 58is a guide pattern (guide means) defining shift paths along which theshift lever 13 can be shifted from the initial fifth-speed shiftposition to the second-speed and fourth-speed shift positions.Therefore, according to the shift pattern 58, the shift lever 13 can beshifted from the fifth-speed shift position to any desired one of thesecond-speed and fourth-speed shift positions, but can not be shifted toany of the first-speed, third-speed and R shift positions. Further, eachof corner portions of bifurcation areas 58 a, 58 b and 58 c in the shiftpaths, constituting the shift pattern 58, is formed to have someroundedness 53, so that operation for shifting the shift lever 13 to thesecond-speed or fourth-speed shift positions can be performed with ease.The shift pattern 58 is created, as a guide section for the shift lever13, by the reactive force control section 41 on the basis of apredetermined condition, i.e. initial shift position of the shift lever13.

The shift patterns 52, 56 and 58 of the shift lever 13 shown in FIG. 5are just illustrative, and they may be set as desired by the humandriver.

Part (A) of FIG. 6 shows an example of a shift pattern when the shiftlever 13 is, for example, in the fourth-speed shift position 61 and thevehicle is traveling at a relatively low velocity. This shift pattern 62is a guide pattern (guide means) defining shift paths along which theshift lever 13 can be shifted from the initial fourth-speed shiftposition to the first-speed, third-speed and fifth-speed shiftpositions. Therefore, the shift lever 13 can be shifted from thefourth-speed shift position to any desired one of the first-speed,third-speed and fifth-speed shift positions, but can not be shifted toany of the second-speed and R shift positions. Further, each of cornerportions of bifurcation areas 62 a, 62 b and 62 c in the shift paths,constituting the shift pattern 62, is formed to have some roundedness53, so that operation for shifting the shift lever 13 to any one of thefirst-speed, third-speed and fifth-speed shift positions can beperformed with ease. The shift pattern 62 is created, as a guide sectionfor the shift lever 13, by the reactive force control section 41 on thebasis of a predetermined condition, i.e. initial shift position of theshift lever 13.

Part (B) of FIG. 6 shows an example of a shift pattern when the shiftlever 13 is, for example, in the fourth-speed shift position 61 and thevehicle is traveling at a velocity in the medium/high velocity range.This shift pattern 66 is a guide pattern (guide means) defining shiftpaths along which the shift lever 13 can be shifted from the initialfourth-speed shift position to the third-speed and fifth-speed shiftpositions. Therefore, according to the shift pattern 66, the shift lever13 can be shifted from the fourth-speed shift position to any desiredone of the third-speed and fifth-speed shift positions, but can not beshifted to any of the first-speed, second-speed and R shift positions.Further, a corner portion of a bifurcation area 66 a in the shift paths,constituting the shift pattern 66, is formed to have some roundedness53, so that operation for shifting the shift lever 13 to the fifth-speedshift position or the like can be performed with ease. The shift pattern66 is created, as a guide section for the shift lever 13, by thereactive force control section 41 on the basis of a predeterminedcondition, i.e. initial shift position of the shift lever 13.

Part (C) of FIG. 6 shows another example of a shift pattern when theshift lever 13 is, for example, in the fourth-speed shift position 61and the vehicle is traveling at a velocity in a different medium/highvelocity range higher than the above-mentioned velocity range discussedin relation to Part (B) of FIG. 6. This shift pattern 68 is a guidepattern (guide means) defining shift paths along which the shift lever13 can be shifted from the initial fourth-speed shift position to thefifth-speed shift position. Therefore, according to the shift pattern68, the shift lever 13 can be shifted from the fourth-speed shiftposition to the fifth-speed shift position, but can not be shifted toany of the first-speed, second-speed, third-speed and R shift positions.Further, a corner portion of a bifurcation area 68 a in the shift paths,constituting the shift pattern 68, is formed to have some roundedness53, so that operation for shifting the shift lever 13 to the fifth-speedshift position can be performed with ease. The shift pattern 68 iscreated, as a guide section for the shift lever 13, by the reactiveforce control section 41 on the basis of a predetermined condition, i.e.initial shift position of the shift lever 13.

The shift patterns 62, 66 and 68 of the shift lever 13 shown in FIG. 6are just illustrative, and they may be set as desired by the humandriver.

FIG. 7 shows other example shift patterns which are also provided asline patterns 15 displayed on the operation panel visualized on themonitor 12. The line patterns 15 of FIG. 7 are also set appropriately bythe reactive force control section 41 of the control device 26 inaccordance with a predetermined condition.

In each of the six shift patterns shown in (A)-(G) of FIG. 7, eachcircled area with vertical lines 71 represents a current position of theshift lever and ultimately-determined area (generating a signal), whileeach white circled area 72 represents a shift position to which theshift lever 13 can be shifted, and each circled area with hatched lines73 represents a removed shift position. Further, each oblong area withvertical lines 74 represents a positional area to be used fordetermination or judgment when a load pattern is to be switched.

The constructions, shapes, sizes and positional relationships explainedabove in relation to the embodiments are shown just schematically, andnumerical values and compositions (materials) of various constituentparts are just illustrative. Therefore, it should be appreciated thatthe present invention is not limited to the above-described embodimentsand may be modified variously as long as it does not depart from thebasic technical concepts set forth in the claims.

INDUSTRIAL APPLICABILITY

The present invention is advantageously applicable to a manualtransmission control apparatus for vehicles, such as passenger cars, forimparting virtual forces to the transmission shift lever, so as tohaptically provide shift paths for the shift lever and thereby enhancethe operability, changeability and flexibility of an H-shaped shiftpattern.

1. A vehicular manual transmission control apparatus comprising: asetting means for, when a shift pattern of a transmission shift leverhas at least one shift position, setting prioritized shift paths andnon-prioritized shift paths of the shift pattern on the basis of atravel control state of a vehicle; and a guide means for, when the shiftlever is to be shifted to a desired position in the shift pattern havingtwo or more shift positions, permitting a shift operation of the shiftlever along the prioritized shift paths and restricting operation of theshift lever alone non-prioritized shift paths.
 2. The vehicular manualtransmission control apparatus according to claim 1, wherein the guidemeans is implemented by a reactive force generation mechanism which, inturn, is implemented by a control device.
 3. The vehicular manualtransmission control apparatus according to claim 1, wherein the guidemeans functions as gates for defining shift paths, and wherein a givenroundedness is provided along a given corner portion of a shift-pathbifurcation area leading toward a particular shift path to which theshift lever is to be shifted.
 4. The vehicular manual transmissioncontrol apparatus according to claim 3, wherein the travel control stateof the vehicle is a shift position of the shift lever.
 5. The vehicularmanual transmission control apparatus according to claim 3, wherein thetravel control state of the vehicle is a velocity of the vehicle.
 6. Thevehicular manual transmission control apparatus according to claim 1,wherein the guide means is in the form of a reactive force element thatpermits or restricts shifting of the shift lever when the shift lever isto be shifted.
 7. The vehicular manual transmission control apparatusaccording to claim 6, wherein the guide means is implemented by areactive force generation mechanism which, in turn, is implemented by acontrol device.
 8. The vehicular manual transmission control apparatusaccording to claim 6, wherein the travel control state of the vehicle isa shift position of the shift lever.
 9. The vehicular manualtransmission control apparatus according to claim 8, wherein the guidemeans is implemented by a reactive force generation mechanism which, inturn, is implemented by a control device.
 10. The vehicular manualtransmission control apparatus according to claim 6, wherein the travelcontrol state of the vehicle is a velocity of the vehicle.
 11. Thevehicular manual transmission control apparatus according to claim 10,wherein the guide means is implemented by a reactive force generationmechanism which, in turn, is implemented by a control device.
 12. Thevehicular manual transmission control apparatus according to claim 1,wherein the travel control state of the vehicle is a shift position ofthe shift lever.
 13. The vehicular manual transmission control apparatusaccording to claim 12, wherein the guide means is implemented by areactive force generation mechanism which, in turn, is implemented by acontrol device.
 14. The vehicular manual transmission control apparatusaccording to claim 1, wherein the travel control state of the vehicle isa velocity of the vehicle.
 15. The vehicular manual transmission controlapparatus according to claim 14, wherein the guide means is implementedby a reactive force generation mechanism which, in turn, is implementedby a control device.